EP1591335A1 - Process for determining the distance between a beacon and a distant warning signal - Google Patents

Abstract

The method involves determining the distance (d) of a distant signal beacon (8) or group of beacons in front of a distant signal (7) of a railway system, whereby the beacon or group of beacons transmits information relating to the distant signal to a passing train (6). It involves selecting a time constant and determining the distance as a product of the time constant and a speed value. An independent claim is also included for a railway system for with at least one distant signal and at least one associated main signal and with beacon groups that communicate with a train.

Description

State of the art

The invention relates to a method for determining the distance of a Vorsignalbalise or a group of Vorsignalbalisen in the direction of travel before a Vorsignal a railway system, the Vorsignalbalise or Group of Vorsignalbalisen to a passing train the Vorsignal transmits relevant information.

In railway engineering, the train driver is given visual signals that determine whether the train must stop, can start, its speed must change or be allowed to drive at the same speed. On Due to its large mass, however, a train has a very long braking distance.

Driving on sight is therefore practically impossible. Detects a driver, He is usually so close that he has to stop due to a main signal at the main signal, that a timely stop of the train no longer is possible. For this reason, it is intended to pre-signals in one to arrange a certain distance before the main signal, the Vorsignal the Driver provides information about what actions he takes on the main signal has to perform, in particular, whether he must stop or continue may. The minimum distance of the presignal to the main signal is the Braking distance required during emergency braking. The braking process at Emergency braking is achieved by a so-called EBI curve (emergency brake intervention). This graph is calculated to be the worst Case is assumed, i. a bad braking effect at high Train speed. If a train is decelerated according to this braking curve, then this is uncomfortable for the occupants. An occupant-compatible braking must Therefore, start at a certain distance before the distant signal. Usually this is not a problem if the driver is the advance signal from a certain Distance already sees. He recognizes due to a visual contact with the Advance signal that the train must be braked or slowed down must, he can already initiate a braking, before the train the warning signal happens.

According to the European Train Control System (ETCS), it is desirable to have the Train driver to assist in guiding the train. This happens by that the displayed signals of the pre and main signals by a electronic system (LEU) are recorded and interpreted. These Information is stored in balises located on the tracks. The balises are essentially transponders that send information to one can send a passing train. Through the electronic system will monitors whether the platoon commander with his train of a recommended Speed follows. This is done by a so-called P-curve (permitted speed curve). If the train deviates from this P-curve, then according to a W-curve (warning curve) an audible warning to the Given platoon leader. This allows the platoon leader within a certain reaction time to correct his mistake. If this does not happen, then an automatic intervention takes place to brake the train, in order again according to to drive the P-curve. Furthermore, the train driver hints (indication) given to him, for example, that the recommended Speed will be lowered. Such information must be Driver to be transmitted before reaching the pre-signal. Responds the driver in spite of "indication" and warning signal not, the train is automatically according to Brake curves called SBI and SBD (service brake Intervention curve, service brake deceleration curve) braked. If according to braking these curves, the braking must be in a certain Begin distance ahead of the Vorsignal, allowing the braking for the inmates more comfortable than braking according to the EBI curve.

When a train passes a main signal, the information is given to it, in which distance the next main signal is to be expected. Accordingly, can calculated according to the distance traveled Braking curves must apply to the train until the next main signal To stop, the next main signal should indicate that the train must be stopped. Therefore, the distance is detected by one Train has been covered since the last main signal. Because the system ETCS With the least possible cost, there is a certain Uncertainty factor in the distance determination. This factor is included about 5%. Therefore, if the distance determination indicates that the train is 1000 m, this may mean that the train has a track in the area between 950 and 1050 m. Does the train have one accordingly? traveled longer distance, the absolute deviation is accordingly greater. For this reason, it can be provided that a calibration of the Position determination of the train is performed.

A balise group can include one or more balises, all on the same position are arranged. A driving license area is the area between two main signals. Connected balises have information about the position of the next or other balises, the position being the distance is specified by another balise. The distance becomes in meters specified. However, the balises are not always exactly in one integer meter spacing arranged. In particular, errors of ± 1 m occur because the balises are usually arranged on the sleepers of the tracks are. In front of level crossings several connected balises are arranged to As accurate as possible information about the level crossing when approaching to get the railroad crossing. Connected balises allow the Recalibration of the inaccuracy of the position measurement of the train in accordance with much closer position of the balise.

The invention particularly relates to routes or sections of track, where the main signal information is independent of each other, so that with each main signal being released the information is transmitted to the train will stop at the next main signal. Only at Presignal is this information may be corrected to the effect that a Braking is not necessary.

If this pre-signal information is given only at the location of the pre-signal, Thus, the system according to the above statements "indication", P- and Warning signal already given, although that may not be necessary. This is absolutely to be avoided as the train driver gets him off the system given information would be classified as meaningless and thus the acceptance of the Systems would not be given to the train drivers.

The goal is to position a Vorsignalbalise before the Vorsignal so that the Driver at about the same time as in visual contact to the distant signal on the Signal information of the Vorsignals is informed. In good visibility In this way, the driver receives additional information about the Advance signal and in poor visibility, the electronic Information transmitted via the Vorsignalbalisen, the visual contact to replace the pre-signal. On the other hand, the Vorsignalbalise must not be too be arranged far from the Vorsignal, since the Vorsignal itself could change if the train has already passed the Balise. In In this case, the system would be unnecessary from the driver's point of view Force braking. Therefore, the distance of the Vorsignalbalise to Pre-signal are chosen as low as possible. In this way, the Increased fluid operation without compromising safety.

According to ETCS, it is also possible by information given on the trackside (so-called "National Values") the curves SBI and SBD in the train monitoring too suppress W, P, and "indication" directly to the EBI and EBD Refer to curve. Also in this case start the W, P, and "indication" curve in general before the pre-signal, since the EBI curve begins at the pre-signal.

Object of the invention

Object of the present invention is therefore to provide a method for Determining the distance of a balise, which is placed in front of a distant signal must be provided.

Subject of the invention

This object is achieved according to the invention in that at a Method of the type mentioned a time constant is selected and the Distance as product of the time constant and a speed value is determined. The position where the P-curve starts is before the next signal. Dodges the train speed at this point from the P-curve and if the driver does not react, the train reaches the W-curve and so on another sequence automatically according to the SBI curve or EBI curve without any action slowed down the train leader. However, it must be avoided that the Driver is surprised by such an automatic braking intervention. In particular, there must be no contradiction, for example, that the distant signal visually indicates to the driver that he is using the Line speed may continue and still braking already has begun. Furthermore, between the "indication" and the automatic insertion of a stunt a certain amount of time pass it allows the driver to react to the "indication". In an ideal system Therefore, the minimum distance of the Vorsignalbalise to the Vorsignal is a Time constant multiplied by a speed value, where the Time constant determined according to ergonomic considerations. she is so Measure that a train driver before the onset of SBI braking or EBI braking has enough time to initiate braking. For example the time constant can be chosen to be 6s, with the time constant of the depending on the selected speed value. This time constant must also from the part of the system installed on the locomotive (vehicle unit) be taken into account.

In a preferred variant of the method, the velocity value is the maximum line speed used. The maximal Line speed is the highest speed allowed by a train allowed to drive on the route section in question. Will this Speed multiplied by the time constant results in a minimum Distance that the pre-signal balise must have to the pre-signal.

The determination of the distance between the pre-signal and the Vorsignalbalise can be improved and made more realistic, if the odometric inaccuracy of determining the position of the train is taken into account. After passing a connected balise becomes the Remaining distance calculated until the end of the license and thus also to the point where the braking takes place according to an SBI curve or EBI curve must, if the main signal requires a stop of the train. Also with this Determining the distance again the uncertainty factor of about 5%. at the determination of the distance of the Vorsignalbalise from the Vorsignal becomes therefore takes into account a value that is 5% of the distance between the last Connected Balise before the Vorsignalbalise and the Vorsignalbalise.

A complication arises from the fact that the distance of the last Balise before the Vorsignal and the Vorsignalbalise in the Calculating just this distance is received. It will be explained below received.

In a variant of the method can be provided that an additional Connected Balise is relocated to this distance for example at 1000m to limit. In this way, the odometric inaccuracy the determination of the position of the train in the determination of the distance Vorsignalbalise be considered by the distant signal.

Since the inaccuracies of the balise positions have a cumulative effect, can be provided in a variant of the method that an upper limit for the Number of connected balancing groups permitted in the driving license area and in determining the distance one from the upper limit dependent inaccuracy is taken into account. To the inaccuracy of To consider the location of connected balises, the number the connected balises multiplied by the error, i. a meter, at the Distance determination are taken into account.

It is particularly advantageous when determining the distance constant buffer value is added. Basically, a braking distance with the so-called Minden formulas are calculated. To avoid this, though nevertheless account for inaccuracies in the braking curve calculation, a buffer value can be added to the minimum distance.

aus der bekannten Formel s = v ² / 2a und somit
s_SBI = v ² / 2a _SBI = v ² / 2·Faktor·a _EBI = s _EBI / Faktor, wobei s_EBI dem Abstand zwischen demETCS distinguishes according to a configuration parameter ("National Value") whether SBI and SBD curves should be calculated or not. In the case where SBI and SBD curves are calculated, in a method variant, in determining the distance, a value is added which corresponds to the difference between the braking distances of a service braking s _SBI and an emergency braking s _EBI . The difference s _SBI - s _EBI is too _close

from the known formula s = v ^2/2, and thus a
s _SBI = v ^2/2 a _SBI = v ^2/2 · factor · a _EBI = s _EBI / factor , where s _{EBI is} the distance between the

Pre-signal and the main signal and thus corresponds to the Vorsignalabstand. From this formula it also follows that a value for the Service brake delay as a function of the emergency brake delay is selected.

This correction term is not used if the corresponding ETCS configuration parameter the calculation of SBI and SBD curves suppressed.

In order to be on the safe side with the distance of the Vorsignalbalise before the Vorsignal, the distance can therefore be calculated using the following formula: d = time constant * line speed + uncertainty factor * (distance between last connected balise in front of the Vorsignalbalise and the Presignal beacon) + (number of connected balises) * error + buffer value, especially d = 6s * line speed [m / s] + 5% * 1000m + 10 * 1m + 50m, if the corresponding ETCS configuration parameter suppresses the calculation of the SBI and SBD curves or d = time constant * line speed + uncertainty factor * (distance between last connected balise in front of the Vorsignalbalise and the Presignal beacon) + (number of connected balises) * error + (1 / factor - 1) * presignal distance + buffer value, especially, d = 6s * line speed [m / s] + 5% * 1000m + 10 * 1m + (1 / 0.7 - 1) * 1000m + 50m, if the corresponding ETCS configuration parameter allows the calculation of the SBI and SBD curves.

The first term corresponds to the minimum distance that is selected should. If the following terms for the determination of the distance d takes into account, a good balance between a possible results small distance and the greatest possible security. The distance of Vorsignalbalise the Vorsignal should therefore be selected in the range of the distance d become.

The 6s correspond to the time constant mentioned previously. By the term 5% * 1000 m becomes the odometric inaccuracy factor taken into account, assuming that the last connected balise a maximum of 1000 m away from the Vorsignalbalise. Because the Position of the Vorsignalbalise only by the inventive method this assumption is to be checked in retrospect. A higher one Value as 1000 m should not be selected for performance reasons. Should The calculation can yield a higher value, by incorporating a additional connected balise the value will be lowered.

Alternatively, the odometric inaccuracy can be considered by determining d as d = [uncertainty factor / (1+ uncertainty factor)] * DSIG + [1 / [1 + Uncertainty factor)] * dREST, where dSIG is the distance of the last connected balise to the advance signal (assumed to be known) and DLINK is the distance of the last connected balise to the pilot signal balise. By dREST the sum of all terms other than the term "uncertainty factor * (distance between last connected balise before the pre-signal beacon and the pre-signal beacon)" in the above equations is denoted by d. The derivation is as follows: dREST + uncertainty factor * dLINK = d. Furthermore, applies DLINK + d = dSIG and thus DLINK + (dREST + uncertainty factor * dLINK) = DSIG. It follows dLINK = 1 / (1 + uncertainty factor) [dSIG - dREST] This gives you d = dREST + uncertainty factor / (1 + uncertainty factor) [dSIG - dREST]

This can also be written as d = [uncertainty factor / (1 + uncertainty factor)] * dSIG + [1 / (1 + uncertainty factor)] * dREST.

This means that d is calculated as the weighted average of DSIG and dREST becomes.

By the term 10 * 1 m, the inaccuracy concerning the balise group becomes In particular, that the connected balises with an error of ± 1 m are arranged and that provided a maximum of 10 connected balises are. The buffer value chosen was 50 m.

At a line speed of 120km / h this formula gives a Distance of the balise before the signal of 310 m. At a maximum Line speed of 60km / h results in a distance of the Balise from Advance signal of 210 m.

The result is a factor of 0.7, which is chosen by way of example and the ETCS track equipment of the Austrian Federal Railways (ÖBB) would be useful, and a Vorsignalabstand of, for example, 1000m an additional term of 428m; thus at line speeds of 120km / h or 60km / h a Balisen distance of 738m and 638m.

In a particularly preferred variant of the method it can be provided that the position of a level crossing protection activation device is selected so that its distance to the pre-signal is at least equal to the sum of the distance of the Vorsignalbalisengruppe to the pre-signal and the product of the maximum line speed and a detection time , Advantageously, an externally predetermined value is added to this sum. The externally set value is preferably the distance selected in the prior art without using ETCS between the level crossing protection activating means and the presignal. This distance is chosen so that in case of unsuccessful activation of the level crossing protection device, the pre-signal can be changed in time before the train passes the pre-signal. The Vorsignalbalisengruppe is that Balisengruppe that provides the train information about the Vorsignal. It may happen that a route is determined due to special operations without immediately closing a level crossing on this route. In such a case, a level crossing protection device is activated by the approaching train. In the unlikely event that this activation does not work, the route is canceled by the interlocking system and the signals are adjusted accordingly, ie they become more restrictive. In particular, it may happen that the pre-signal changes after the train has passed the corresponding balise group. Thus, the train would be controlled as if the line speed were to be maintained and the train would not have to stop at the main signal, whereas the pre-signal will output the signal that a stop signal is expected at the main signal when the train passes the pre-signal. In order to avoid this, the level crossing protection activating device is arranged at a distance before the Vorsignalbalisengruppe corresponding to the original distance of the level crossing protection activating device (according to the prior art) to the pre-signal and a safety margin. It also takes into account the time taken by the LEU to recognize the new restrictive aspect. This gives the additional safety margin of
Line speed [m / s] * Detection time [s].

The object is also achieved by a railway system with at least a presignal and at least one associated main signal and with Balisengruppen, which communicate with a train, whereby one Vorsignalbalisengruppe in the direction of travel of the train at a distance in front of the train Presence signal is arranged, and the distance depends on the maximum permissible line speed and a time constant is selected. With such an arrangement of a single Vorsignalbalisengruppe can at low cost a stop of the train to the main signal ensured become.

In a preferred embodiment, it is provided that a Railroad crossing protection activating device before the advance signal in one Distance is arranged, which is at least the sum of the distance of Vorsignalbalisengruppe to the distant signal, the product of Track speed and the recognition time of the LEU and an external predetermined distance corresponds. By this measure can be prevented be that an unsecured railroad crossing is run over by a train.

Other features and advantages of the invention will become apparent from the following description of an embodiment of the invention, with reference to the figures of the drawing, the essential to the invention details show, and from the claims. The individual features can be individually for yourself or for several in any combination in a variant of Invention be realized.

drawing

Fig. 1

eine Darstellung eines Fahrerlaubnisabschnitts zur Veranschaulichung der Wahl der Position der Balise vor dem Vorsignal;

Fig. 2

eine Darstellung zur Erläuterung der Wahl der Position der Bahnübergangsschutzaktivierungseinrichtung.

An embodiment is shown in the schematic drawing and will be explained in the following description. It shows:

Fig. 1

a representation of a driving permission section for illustrating the choice of the position of the balise before the Vorsignal;

Fig. 2

a representation for explaining the choice of the position of the level crossing protection activating device.

In Fig. 1 , a driving permission section 1 extends between a first and a second main signal 2, 3. Each main signal 2, 3 is assigned a balise group 4, 5. An approaching train 6 is communicated via the balise group 4, the length of the driving license route 1. On the basis of this and other route information different braking curves, for example for emergency braking or for service braking, can be calculated. In particular, it can be determined according to which traveled distance these braking curves must be automatically activated in order to bring the train 6 safely to the main signal 5 or bring it to a predetermined speed, if this is indicated by the main signal 5. A pre-signal 7 - is provided in front of the main signal 5, the pre-signal 7 being arranged at a position where an emergency brake intervention curve (EBI) must be started in order to stop the train 6 with an emergency braking up to the main signal 5 bring. By the advance signal 7 the driver is shown which signal he has to expect the main signal 5. In particular, the train driver can be indicated by the advance signal 7 that the train 6 must be brought to a stop until the main signal 5 or that the train 6 may continue at the line speed because the main signal 5 will allow the train to pass. Other brake curves, such as a service brake intervention curve (SBI) curve, must already be used before the advance signal 7 in order to be able to bring the train 6 to a standstill according to service braking until the main signal 5. An SBI curve means that train 6 is braked automatically in accordance with service braking because the train driver has ignored a warning signal that he has left the predetermined speed. Before an automatic service braking begins, the driver is made aware by a so-called "indication" that he has left the permitted speed with his train. This "indication" must therefore be given to the driver clearly before the advance signal 7. In order for the driver to be able to react correctly, the statement of the advance signal 7 must already be known to him before reaching the pre-signal 7. Therefore, a balise group or balise 8 is arranged at a corresponding distance before the advance signal 7. The balise 8 communicates with the train and provides information about which signal is present at the advance signal 7. The distance d between the balise 8 and the advance signal 7 is calculated, for example, as d = 6s * line speed + 5% * 1000m + 10 * 1m + 50m. (It is assumed that the corresponding ETCS configuration parameter suppresses the calculation of the SBI and SBD curves.)

In front of the balise 8, a balise 9 can be arranged, which in a predetermined distance to the balise 8 is arranged. By the balise 9, the Positioning be calibrated by the train 6. Through this Measure may be the position at which an automatic braking is performed, to be determined more precisely. The distance between the Balises 8, 9 should be a maximum of 1000 m. This gives the term 5% * 1000m. Alternatively, d can be determined as d = [5% / (1 + 5%)] * DSIG + [1 / [1 + 5%)] * (6s * line speed + 10 * 1m + 50m), where DSIG is the Distance of the balise 9 to the advance signal 7 is.

FIG. 2 shows how a level crossing protection activation device has to be positioned. In front of a railroad crossing 20, a main signal 21 is arranged, to which a balise 22 is assigned. If the railroad crossing 20 is blocked, then the main signal 21 permits a passage of the train 23. However, if the railroad crossing 20 is not completed, the main signal 21 indicates that the train 23 must stop. In order for the train 23 to come to a standstill in time, the pre-signal 24 must already draw the driver's attention to the fact that the train 23 must be stopped in accordance with the main signal 21. If the platoon leader would initiate braking only in the case of the pre-signal 24, the train 23 would have to perform emergency braking. However, the driver sees the advance signal 24, for example, at the position 25, on which a Vorsignalbalisengruppe 26 is arranged. The Vorsignalbalisengruppe 26 provides the train 23 and thus the train operator in an electronic manner, the information of the Vorsignals 24. Thus, the platoon leader in the area between the Vorsignalbalisengruppe 26 and the Vorsignal 24 initiate a braking or automatic braking can be initiated. The prior art level crossing protection activating device 27 causes the level crossing 20 to close when the train 23 passes by at that point. If it were then recognized that the railroad crossing 20 was not closed, the train 23 must stop. However, if the distance between the pre-signal balancing group 26 and the level crossing protection activating device 27 is too low, the train 23 may have already passed the pre-signal balancing group 26 before the pre-signal 24 switches. Thus, the train 23 does not receive this information. For this reason, the level crossing protection activating means must be arranged in front of the pre-signal balancing group 26 at a distance large enough.

During the construction of the route, the level crossing protection activating device 27 is positioned at a distance d ₁ from the pilot signal 24 such that the pilot signal 24 reliably reproduces the main signal 21 depending on successful or unsuccessful activation. In order to ensure that the Vorsignalbalisengruppe 26 reliably reproduces the Vorsignal 24, the distance d ₂ between the inventively positioned level crossing protection activating device 28 and the Vorsignalbalisengruppe 26 equal to the distance d ₁ between the original position 27 of the level crossing protection activating device and the Vorsignal 24 plus the safety distance line speed * detection time be. The distance of the level crossing protection activating device 28 from the preliminary signal 24 is therefore composed of the distance of the Vorsignalbalisengruppe 26 to the distant signal 24, the distance d ₁ between the Vorsignal 24 and the original position 27 and the product line speed * detection time together.

Claims (10)

A method for determining the distance (d) of a Vorsignalbalise (8, 26) or a group of Vorsignalbalisen in the direction of travel before a forward signal (7, 24) of a railway system, wherein the Vorsignalbalise (8, 26) or group of Vorsignalbalisen to a passing train ( 6, 23) transmits the information relating to the presignal (7, 24), characterized in that a time constant is selected and the distance (d) is determined as the product of the time constant and a speed value. A method according to claim 1, characterized in that is used as the speed value, the maximum line speed. A method according to claim 1, characterized in that an odometric inaccuracy of the position determination of the train (6, 23) in the determination of the distance (d) is taken into account. A method according to claim 3, characterized in that an upper limit of the odometric inaccuracy of the position determination of the train (6, 23) taken into account in the determination of the distance (d) and compliance with this upper limit is checked afterwards. A method according to claim 1, characterized in that an upper limit for the number of permitted in the driver's license area (1) connected balise groups is set and in the determination of the distance (d) is considered dependent on the upper limit inaccuracy. A method according to claim 1, characterized in that in the determination of the distance (d) a constant buffer value is added. A method according to claim 1, characterized in that in the determination of the distance (d), the difference of the braking distance of a service braking and the braking distance of an emergency braking S _SBI - S _{EBI is} taken into account. A method according to claim 1, characterized in that the position of a level crossing protection activating means (28) is selected so that their distance from the pilot signal at least equal to the sum of the distance of the Vorsignalbalise or Vorsignalbalisengruppe (26) to the Vorsignal (24), the product of the maximum allowable Track speed and a detection time and an externally predetermined distance (d ₁ ) corresponds. Railway system having at least one forward signal (7, 24) and at least one associated main signal (3, 21) and with balise groups (8, 9, 26) communicating with a train, characterized in that a Vorsignalbalisengruppe (8, 26) in the direction of travel of the train (6, 23) is arranged at a distance (d) in front of the presignal (7, 24), wherein the distance (d) is selected as a function of the maximum permissible line speed and a time constant. Railway system according to claim 9, characterized in that a level crossing protection activating device (28) is arranged in front of the Vorsignalbalisengruppe (26) and the distance between the level crossing protection activating means (28) and the Vorsignal (24) at least the sum of the distance of the Vorsignalbalisengruppe (26) Pre-signal (24), the product of the maximum permissible line speed and a detection time and an externally predetermined distance (d ₁ ).

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